Southport Boatshttp://southportboats.com
Experience ExcellenceTue, 15 Aug 2017 14:58:48 +0000en-UShourly1A Very Unique 33http://southportboats.com/blog-post/a-very-unique-33/
http://southportboats.com/blog-post/a-very-unique-33/#commentsTue, 11 Apr 2017 16:48:15 +0000http://southportboats.com/?post_type=blog-post&p=1267If you’ve been paying attention to the Southport social media pages, you have probably seen the latest 33 FE to leave the shop, dubbed internally as the “tan boat” and the “cream boat”. This was a special project for us,...

]]>If you’ve been paying attention to the Southport social media pages, you have probably seen the latest 33 FE to leave the shop, dubbed internally as the “tan boat” and the “cream boat”. This was a special project for us, and something we were excited about doing as soon as we heard it was a possibility.

The owner of this brand-new Southport previously owned another center console brand and really loved the comfortable cruising features and aesthetics the boat offered, but couldn’t stand the rough, jarring, and worst of all, wet ride the boat offered. After seeing the Southport 33 at a Fall boat show and then riding it on a raw early October Saturday morning, the soon-to-be future Southport owner was sold, and even remarked “on my old boat, I would have been soaked after that”.

The next few months involved a lot of back and forth, deciding between 33 LX or FE, colors, finishes, and other adaptations to the standard Southport package. In the end, the boat came together perfectly, and the foresight by the new owner was impeccable.

The massive aft cockpit of the 33 FE looks great in this color palette

The hull color drove the rest of the choices, so it needed to come first. The color is confusingly named “Pure White”, and in a vacuum, it looks like a standard white gelcoat. Once placed beside a “Snow White” hull though, the difference is clear. With the hull color set, we could work with all our other vendors to find matching options for the rest of the boat, all the way down to the most minor details, including seldom seen Starboard and acrylic panels hidden far inside the boat.

The Helm area is completed with FlexiTeak flooring for the helmsman and passenger.

As the build commenced we slowly amassed a shelf’s worth of tan colored cabinets, lids, cushions, hatches and other parts that would make their way onto the boat. No detail was overlooked in the color matching, from big obvious things like the powdercoating on the hardtop frame, to the plastic grates that sit in the bottoms of the fishboxes and bilge areas.

This FE has customized storage, complete with trash can, in the leaning post.

The most interesting and exciting part for the Southport team was the floor covering options. Many builders, a group which now includes Southport, are offering Sisal carpeting on deck to soften the feeling underfoot, and give a higher-end look to the boat. This is not the Astroturf carpeting we all grew up with. While it was a challenge, we were excited to have the opportunity to add this option to the 33 FE. The final product, especially in combination with the off-white color scheme, was a home run.

As of today, the boat is having its final commissioning, including electronics and bottom paint, and should hit the water in May, where it will certainly turn some heads.

]]>http://southportboats.com/blog-post/a-very-unique-33/feed/3Winter Boat Show wrap-uphttp://southportboats.com/blog-post/winter-boat-show-wrap/
http://southportboats.com/blog-post/winter-boat-show-wrap/#respondMon, 27 Feb 2017 19:00:36 +0000http://southportboats.com/?post_type=blog-post&p=1082With March just around the corner, the winter boat show season is starting to come to a close – some will welcome this news with open arms, as it means we can now start thinking about actually using these boats...

]]>With March just around the corner, the winter boat show season is starting to come to a close – some will welcome this news with open arms, as it means we can now start thinking about actually using these boats up north, or at least getting ready. Between Southport and our dealers, there were boats on a display at no less than 6 shows between New Years and the end of February, in places like Boston, NYC, Baltimore, Virginia Beach, and Charleston, SC.

The Southport 33 LX with the very popular Forward Fly

As is usually the case, the big flare of the 33 attracted a lot of ohhs and ahhs, the size of the boat really standing out when sitting on stands and blocks inside a convention center. At a few shows, the most common question was “how big is this boat?” and followed up with guesses of anywhere from 34 to 40 feet. The beam of the Southport, which it carriers far forward unlike a lot of other center consoles, really makes the boat feel bigger than she is. This is true of the 33 for sure, but also of the 272 and 292.

In Boston and New York City the LX drew lots of attention from some of the less fish-oriented crowd, while the forward fly was often a great conversation starter. In Baltimore, the 33 FE displayed by North Point Yacht Sales was wildly popular;

the brand new 33 featured a mezzanine style seating layout on the back of the leaning post. This design really opened up the already spacious aft cockpit and makes the boat a true all-star for both fishing and “creek cruising” as they call it.

If you’ve never been to a show and seen Southport, you owe it to yourself to see them in person. The style, fit and finish, and beauty of the boats in person is striking. The next big show for us in West Palm Beach, with numerous local shows between now and the start of the season in the north. You’ve still got time to get yourself a Southport for this summer. See the Events page for all of your local shows.

]]>http://southportboats.com/blog-post/winter-boat-show-wrap/feed/0The Nantucket Classichttp://southportboats.com/blog-post/the-nantucket-classic/
http://southportboats.com/blog-post/the-nantucket-classic/#respondTue, 04 Oct 2016 14:57:42 +0000http://southportboats.com/?post_type=blog-post&p=956The first annual Nantucket Classic was held this past weekend (September 23+24th) on Nantucket Island, Massachusetts, with Southport and Soundings the top sponsors. Southport had 4 boats at the event, with three fishing, and we are proud to say the...

]]>The first annual Nantucket Classic was held this past weekend (September 23+24th) on Nantucket Island, Massachusetts, with Southport and Soundings the top sponsors. Southport had 4 boats at the event, with three fishing, and we are proud to say the Southport 33 FE, Summer Place took home 1st place, by a very wide margin.

I was not part of that crew, and cannot tell you where they went to catch nearly 75 striped bass in one day, but I can say that they probably had a blast doing it. While they were catching all those tournament-legal fish, over on Team Southport, aboard a brand new 33 ST with triples, things were a little different.

On day one we caught a number of fish but few were big enough to count. If there had been an award for variety though, it was ours for the taking. Our haul for the day included 3 Bluefish, 1 Albie, 2 Fluke, 1 small black sea bass, and a crab the size of a tangerine. Most interesting were the Fluke: they were both caught on deep-diving Yo-Zuri Herring-imitating lures, and these weren’t snagged- the hook was set in the mouth.

Day two was a little different- a steady 20kts out of the north lead to a pretty strong chop running up to 4-5 feet. This is something totally manageable for a Southport 33, so we headed out mid-morning for a little bit of fishing. While the boat could easily handle it, the crew, especially with the light bite, were quick to throw in the towel and head for the cocktail hour. After getting skunked on the second day and knowing the leader was sitting comfortably in the clubhouse, we knew the 1st place trophy was not going to be ours.

But as with any tournament or rendezvous, there is more to the event than the fishing, and this tournament had plenty of other activities. Friday evening we were treated to a cocktail party aboard the OCEARCH Shark tagging and research vessel (a former Bering Sea crab boat), and Saturday night we were hosted by Slip 14 Restaurant for the awards dinner. Both events were well stocked with on-island brewed beer from Cisco Brewery. It was a great opportunity to meet with other boaters and fisherman to discuss their day of fishing, their boats, and anything else that came up – politics and the election excluded.

On Saturday night, the winner was crowned, and we are happy to say it was a Southport 33 FE who caught all those stripers, winning by a margin of nearly 9x over the second place boat. Congrats to Team Summer Place.

The plans are already in the works for next year’s event. We hope to have a date set by mid-February, so keep your September weekends wide open!

]]>http://southportboats.com/blog-post/the-nantucket-classic/feed/0Tales from a Photoshoothttp://southportboats.com/blog-post/tales-from-a-photoshoot/
http://southportboats.com/blog-post/tales-from-a-photoshoot/#respondMon, 15 Aug 2016 13:55:40 +0000http://southportboats.com/?post_type=blog-post&p=938Photoshoots are really important to selling boats, especially good looking boats. The next best thing to a ride on the boat is a great deck of photos or video. Because of that, we try to do 1-2 photoshoots per year...

]]>Photoshoots are really important to selling boats, especially good looking boats. The next best thing to a ride on the boat is a great deck of photos or video. Because of that, we try to do 1-2 photoshoots per year to keep the website and brochures fresh, but also to show off new models and upgrades on existing models.

This year we did a major shoot with Onne van der Wal in Fort Lauderdale which included some beach and lifestyle shots, and some shooting out in the Gulf Stream while trolling. We have worked with Onne before, and even though he’s more famous for his work shooting sailboats he’s a pro and an artist (and Southport are gorgeous) so he always makes the boats look their best.

In one set of photos, if you look closely you will see that beside the Ice Blue 272 TE there is a sign on the beach stating that “Trespassers will be Arrested”; I can tell you first hand that the sign was most certainly not a prop. After a few minutes of shooting on the location, the clicks of the DSLR were interrupted by a surly voice asking “if we’d seen the sign”. The answer to that question did not matter, so after a quick back and forth about land ownership limitations in public waterways we were shooed away, off in search of another beach to use.

But every dark cloud has a silver lining: after that encounter we decided it was best to head out the inlet and grab some shots of the 272 TE charging through lumpy afternoon seas in the magical sunset lighting. One of those shots was deemed gorgeous enough to grace the February 2016 cover of Soundings, which is a true honor for Southport as a boat builder, our photographer, and even this part-time “model”.

]]>http://southportboats.com/blog-post/tales-from-a-photoshoot/feed/0Maintenance Pointers and Notes from Southport – Pumpshttp://southportboats.com/blog-post/maintenance-pointers-notes-southport-pumps/
http://southportboats.com/blog-post/maintenance-pointers-notes-southport-pumps/#respondThu, 26 May 2016 18:16:15 +0000http://southportboats.com/?post_type=blog-post&p=894This week, we’re talking about pumps- how to keep them happy and operational for as long as possible. A typical Southport will have at least half a dozen pumps: macerators, bilge pumps, fresh and saltwater, and livewells. Each of these...

]]>This week, we’re talking about pumps- how to keep them happy and operational for as long as possible.

A typical Southport will have at least half a dozen pumps: macerators, bilge pumps, fresh and saltwater, and livewells. Each of these pumps is suited for a different thing, so there are a few different types: diaphragm, impeller, and then the macerators.

Taking care of pumps is important, and while the expectation isn’t that the pumps will last forever, they can be made to last longer with proper upkeep

Bilge Pumps- these are easily the most important pumps on a Southport, or any boat for that matter, so they deserve proper attention. Southports have two bilge pumps: a 1000 GPH daily pump used for evacuating casual bilge water, and the much larger 2000 GPH High Water pump. These pumps work in conjunction to keep the boat dry of water, with the High Water pump kicking in when the standard pump is overwhelmed. If you find yourself in a situation away from the dock where you need one or both and they aren’t working, a minor inconvenience could turn into a major disaster. Take good care of these pumps. Check their operation before leaving the boat (especially on a mooring), and regularly check the float switches to be sure there is no debris that would keep the switch from coming on or shutting off. If the float switch seems a little uneasy in it’s operation it is worth further inspection and maybe replacing. Better safe than sorry.

Use it or lose it. More than once I have shipped replacement pumps to owners who didn’t use a macerator for a whole season, and then when it came time to winterize, the pump had seized. Running pumps regularly will keep them in good working order and the internal components lubricated. It’s a good practice to run each pump 1-2 times a month, just to get it spinning.

Don’t expect the pump to get every last drop out of a fishbox, tank or compartment. Depending on where the pickup is and the geometry and location of the tank/compartment, the pump might leave a little bit behind, and while you are holding the button down as the pump spits out a little bit of water here and there, the motor is getting closer and closer to overheating and burning up. When the stream turns into a trickle or intermittent burps, the job is done.

In the next post, I will talk about engines and some often overlooked routine maintenance items every skipper should keep in mind.

]]>http://southportboats.com/blog-post/maintenance-pointers-notes-southport-pumps/feed/0Maintenance Pointers and Notes from Southporthttp://southportboats.com/blog-post/maintenance-pointers-and-notes-from-southport/
http://southportboats.com/blog-post/maintenance-pointers-and-notes-from-southport/#respondThu, 19 May 2016 15:20:29 +0000http://southportboats.com/?post_type=blog-post&p=893At Southport, we all wear a few different hats, so in addition to being the Marketing Manager part of my duties also include warranty and customer service- two very important aspects when it comes to a fully satisfied and happy...

]]>At Southport, we all wear a few different hats, so in addition to being the Marketing Manager part of my duties also include warranty and customer service- two very important aspects when it comes to a fully satisfied and happy Southport owner. Because of this experience I’ve got a birds-eye view of the common questions and concerns from Southport owners, both old and new. In the coming posts I will cover a few of the most common questions and concerns we hear from owners.

Cushions

Southports come standard with a very nice suit of cushions that are ready for whatever you want to throw at them, be it fish blood and guts, salt spray, or maybe even a splash of vino. While they’re made with the highest level of craftsmanship and top-notch materials, a little TLC along the way will ensure they still look as good as new a few years down the road.

Put them away when they’re not going to be in use for more than a few days at a time. The sun is the biggest threat to the lifespan of the cushions- especially in Florida.

Rinse the cushions and allow to dry. While Southports are dry boats, a fine salty mist inevitably covers the cushions anytime the boat is used. This salty spray, especially when combined with harmful UV rays, will attack the cushions, so rinsing after every trip is ideal. Before the cushions are stowed inside the console, give them time to dry to prevent any mildew or mold.

Long term storage: In the off-season, especially in the north, take the cushions off the boat and bring them home. They deserve that kind of treatment and will be much happier in the relatively cool and dry conditions of a basement than they would be sitting on the boat in a dark, dank environment under shrink-wrap for 4-6 months.

A little bit of treatment/protectant solution will help keep their finish as well as repel water. Ask your local marine canvas shop or marine detailer for a product that will work best for where you live.

In the next post, I will talk about pumps and how to keep them happy and operational for as long as possible.

]]>http://southportboats.com/blog-post/maintenance-pointers-and-notes-from-southport/feed/0“Turn of Events, Part II” – The Story of 2 Shea Charters and How a Southport Saved the Dayhttp://southportboats.com/blog-post/turn-of-events-part-ii-the-story-of-2-shea-charters-and-how-a-southport-saved-the-day/
http://southportboats.com/blog-post/turn-of-events-part-ii-the-story-of-2-shea-charters-and-how-a-southport-saved-the-day/#commentsFri, 15 Apr 2016 18:32:13 +0000http://southportboats.com/?post_type=blog-post&p=875This week, as promised, we are posting the conclusion of “Turn of Events”, the story of 2 Shea Charter’s adventure on a Southport in a fast moving and fierce Gulf of Mexico storm. The USCG Seaman hopped back in then...

]]>This week, as promised, we are posting the conclusion of “Turn of Events”, the story of 2 Shea Charter’s adventure on a Southport in a fast moving and fierce Gulf of Mexico storm.

The USCG Seaman hopped back in then chucked every dive tank overboard. Free from the weight of tanks and water pouring out the transom openings, she was back to having 3 inches of water on the deck in just minutes. The USCG refused to leave me onboard, so before leaving my boat I untied from the tow, dropped two anchors, hoisted up a dive flag then prayed she would still be there the next day, gear and all. By the time we were safe on land, eight hours had passed from the time of the distress call, which put us at the dock just after 4:00 am.

The next morning, and after our nerves calmed down, myself, RC Pinson and Dan Jolitz (divers on the trip) boarded their boat and headed to where I had left the 2 Shea. My stomach in knots, I assumed the worst and that my investment was lost at sea. I was completely overwhelmed to see her, along with our gear, anchored where we left her just hours before. She fired right up once we added fuel to her tank and I was thrilled to drive her to the dock to fillet all the fish, which were still ice cold in the fish boxes. A few of us headed back out a few days later in an attempt to find the 32 dive tanks but our luck had run out. We did however discover three new fishing spots in our search, aptly named Lost Tanks, Lost Tanks 2, and CG (Coast Guard) Night. Through these trials, the other 2 Shea losses were electrical – the forward anchor switch and two under gunnel speakers- and ego. We missed the weigh in having some of the biggest fish landed in the tournament!

I am convinced by being a Southport, the 2 Shea avoided becoming another set of numbers along the bottom of the Gulf of Mexico. She proved her worth tenfold, coming off a night where 32 dive tanks were donated to the sea from her bow, her deck was covered by at least six inches of water for the better part of seven hours (waist deep more than once), her entire starboard side submerged and slammed twice by a 47 foot Coast Guard vessel. I voluntarily put “one of the best constructed boats my salesman had ever seen in 30 years selling boats” through a tougher test than the designers had in mind. Fast forward five years, 4,500 hard hours on the two original Yamaha 250 engines, the 2 Shea is still a vital piece of my charter fleet. She’s kept up with the demands of 200 days a year hosting charters and for that, I am grateful, though her 33′ sister has caught my eye.

2 Shea charters now runs 2 Southports- the original 2 Shea Southport 28, and recently added a 2015 33 FE, fully loaded with Raymarine electronics and satellite TV. TJ is now a lifelong Southport believer- never turning down an opportunity to tell his story and explain why Southport was the only choice when he was ready to get a bigger boat.

]]>http://southportboats.com/blog-post/turn-of-events-part-ii-the-story-of-2-shea-charters-and-how-a-southport-saved-the-day/feed/2“Turn of Events” – The Story of 2 Shea Charters and How a Southport Saved the Dayhttp://southportboats.com/blog-post/turn-of-events-the-story-of-2shea-charters-and-how-a-southport-saved-the-day/
http://southportboats.com/blog-post/turn-of-events-the-story-of-2shea-charters-and-how-a-southport-saved-the-day/#commentsWed, 06 Apr 2016 14:48:47 +0000http://southportboats.com/?post_type=blog-post&p=873This week, we’re posting Part I of the 2 Shea Charters Story from a fateful day and night in April 2009. Check back here next for for Part II. TJ Shea is the Owner of 2 Shea Charters, a Clearwater...

]]>This week, we’re posting Part I of the 2 Shea Charters Story from a fateful day and night in April 2009. Check back here next for for Part II.

TJ Shea is the Owner of 2 Shea Charters, a Clearwater FL based fishing and diving business. His site can be found at: fishanddivetampa.com. Here is his story…

It was the winter of 2007 and I was in need of a bigger boat to help expand my fledgling business. My travels along Florida’s east coast allowed me to check out a variety of different center consoles in the 28-32 foot class and conduct a bevy of sea trials. I had narrowed my choice down to two, neither being a Southport; but, as fate would have it, a quick day trip to Miami altered my ultimate decision and later reminded me that I made the right call during an unforgettable turn of events.

I came across a Southport 28 while killing time in Miami driving through various marinas and was impressed straight away. After hours of research, a trip to Wilmington, North Carolina to tour the factory and a sea trial in some nasty Carolina seas, I was sold. Fast forward a little over a year of running her as the 2 Shea, when the inaugural Southwest Florida Open Spearfishing Tournament was announced for April 2009. Plans were set, six veteran angler/divers were committed along with me at the helm and way too many dive tanks lined the dock. We loaded up the 2 Shea, both coffin box and aft fish box full of ice, 25 gallons of “just in case” fuel, dive gear, a few rods, beer, water, food, and 32 dive tanks topped off by an even ton of people weight. We left the dock Friday night for the 105 mile ride out to the Florida Middle Grounds so we could start diving at sun up and get back in before dark on Saturday. We were in search of BIG fish that would represent us well Sunday morning at the weigh in down in Fort Myers. We had a favorable forecast of calm winds and seas all through the weekend but living and working on the water in Florida since I was a kid I know storms pop up all of the time.

The trip went better than any of us could have imagined and by 3:00pm had both the aft fish box and the coffin full with sizable fish in most all categories. After a quick sweep of the deck, we headed east for what turned out to be anything but an easy three hour ride back to port. At around 45 miles from the pass, we blew the lower unit of the starboard engine – frustrating but recoverable. Instead of running at 33mph, we would come home on one engine doing about 9mph. I made a quick call to the US Coast Guard (USCG) to notify them of our situation. Tournament weigh in was the following day so we focused on making the best of a slow ride in by sharing some tales and enjoying the cold beer untouched until this point in the trip. Sea conditions started to change around 6:45pm with 25 miles left, growing from an easy 1-2 foot roll to a 2 foot chop with clouds moving in quickly. By sunset, the sea state grew much angrier while those dark clouds in the east held a display of lightning strikes. At this point, my instincts pointed to trouble so I called the Coast Guard to share our updated position. We agreed to communicate every 10 minutes as long as the 2 Shea was continuing to make way.

Turning Point

A short time passed, then conditions spiraled out of control. In a matter of minutes, the freak storm had grown the seas from 2-4 feet to a solid 6-8 feet, sending wave after wave crashing over the bow. I distinctly remember one minute heading at a 100 degree heading then getting slammed so hard I was surfing down a wave headed due north. By now it was pitch dark, leaving us blind to the waves, though we felt them continuously dumping water over the bow. This is where the ridiculous amount of gear and hefty catch came around to bite us. I could not get enough thrust out of the remaining engine to get the bow up and made the mayday call to the USGC.

As a consequence of the storm we saw cook up the horizon and the 2 Shea still having power, the USCG did not launch either a boat or helicopter. We were on our own with a single five-gallon bailing bucket on board, which we supplemented with two drawers from the tackle box to bail water a fast a humanly possible. Unable to keep up with the inbound volume, we pulled both transom doors and it felt as if we had a river running through the boat. We stayed in contact with the USCG every five minutes and continued making way until the seas grew too big to head right into them. At that point, I turned her southeast so that I could use the huge flare to beat down the waves a bit better. We moved all the weight to opposite side so we would not get swamped and kept bailing until USCG finally arrived on scene, now 11:30pm with 10 miles to go. I transferred all but one of my guys (Captain Brian) on to the 47-foot aluminum hull MLB and took on a Seaman. During this shuffle, the sterns smashed together destroying my swim ladder and leaving what I was sure was a huge mark on the hull that turned out to be a minor ding on the rub rail. I tucked her behind MLB so the 47-footer could beat the seas down – hoping the worst of the ordeal was behind us. Wishful thinking.

The 2 Shea ran out of fuel with 7 miles left to go. USCG agreed to tow her in an attempt to protect all of our expensive dive gear on board. With this decision, I got to firsthand test what it takes to capsize a Southport. With tow lines attached, Captain Brian jumped aboard the USCG vessel and we were underway. About a quarter mile into the tow, I realized my bow was being pulled too low and the waves just kept coming. With all of the weight moved to the stern, I was optimistic; then, in the blink of an eye, all the dive tanks rolled to starboard and the gunnel was under water. The Seaman told me it was time to jump, sensing she was beginning to roll. In a state of disbelief, I jumped up with the Seaman on to the port gunnel as I watched a cooler and a few dive tanks roll out. Seconds from jumping overboard, the Seaman stopped me to turn on the light of my PFD. This pause gave time for three huge waves to hit the starboard side, destroying the isinglass but more importantly hitting with enough force to pop the starboard side gunnel back above water. I jumped back in and started bailing with all my might as the Seaman screamed at me to jump out, but I wasn’t budging.

Check back next week for Part II, the conclusion of the story and an updated on TJ’s current Southport fleet.

]]>http://southportboats.com/blog-post/turn-of-events-the-story-of-2shea-charters-and-how-a-southport-saved-the-day/feed/2Bow Rise: What it means and why it is a bad characteristichttp://southportboats.com/blog-post/bow-rise-what-it-means-and-why-it-is-a-bad-characteristic/
http://southportboats.com/blog-post/bow-rise-what-it-means-and-why-it-is-a-bad-characteristic/#commentsThu, 03 Mar 2016 21:58:30 +0000http://southportboats.com/?post_type=blog-post&p=870The Importance of low bow rise, and where it comes from This week we are returning to a discussion of hull form in response to several questions generated by an earlier blog regarding bow rise. It might seem obvious to...

This week we are returning to a discussion of hull form in response to several questions generated by an earlier blog regarding bow rise.

It might seem obvious to desire a boat with low bow rise; that is, one that pops up onto plane rather than deliberately climbing up and out of the hole like an airplane lifting its nose to gain altitude. Surprisingly many boat owners are unaware that there is another option; properly designed boats do not need to point the bow at the sky before getting on plane.

As mentioned last time, hull design as with so many other things in life is the art, or in this case the science, of compromise. Hulls designed to maximize performance at high speeds, say in excess of 65-70 + MPH, are traditionally very deep all the way aft. This is the central design feature of ocean race boats as well as the copy-cat cafe cruisers that achieve speeds high enough that in moderate to rough seas the boats become airborne. We’ve all seen the heart stopping images of Cigarette boats so far out the water the props are spinning in midair. Since the heaviest part or the boat is at or near the transom where the engines reside, it is the aft section – say station 8-10 – where the boat lands. So, the deeper the hull – in this case the greater the degree of deadrise – the softer the landing.

Having raced off-shore myself in younger days, even the sharp entry at the transom does little to keep the driver from visits to the masseur, or in severe cases the orthopedic surgeon’s knife.

Now for those of us who no longer hope to achieve flight in a boat and are willing to leave that to airplanes, helicopters and perhaps soon, large drones, we do not require such dramatic sharpness at the transom. It is to address this “more mature minded” boater that the folks at Hunt developed a hull form that while deep (high deadrise angle) farther forward where the bottom meets the ocean, but flatter aft.

One of the best features of the Southport ride is its lack of bow rise when achieving plane. A helmsman never loses sight of the horizon or any other hazards lurking ahead while driving the boat.

Many other brands can or try to make the same claim, but most achieve this by using prodigious amounts of power to overcome other design inefficiencies. The Southport hull does it with good design and construction. The hull form is designed with no compromises for things like blistering high end speeds or full V-berths and galleys forward.

The boat develops its planing attitude from lift at the transom, a proper longitudinal (fore to aft) center of gravity, beam at the transom, and modest deadrise at the transom (22 degrees vs. 24 – 25 degrees). Because of the vacuum infusion method used on the hull and other major structural parts, each Southport model is lighter than a comparably sized boat from any other manufacturer. These factors help deliver the Southport’s signature ride and performance.

So, for those boaters who want to see where they are going rather than a brief study of cloud formation, look for a hull form that is somewhat flatter aft and with extended chine flats to improve lift and lateral stability.

]]>http://southportboats.com/blog-post/bow-rise-what-it-means-and-why-it-is-a-bad-characteristic/feed/2More on the Topic of Designhttp://southportboats.com/blog-post/more-on-the-topic-of-design/
http://southportboats.com/blog-post/more-on-the-topic-of-design/#commentsWed, 03 Feb 2016 15:00:21 +0000http://southportboats.com/?post_type=blog-post&p=792In a recent post we invited you to consider the value of delivering an overnight experience/accommodation on the traditional center console. This week the second part of the question, what next, takes a look at the explosion of ever larger...

]]>In a recent post we invited you to consider the value of delivering an overnight experience/accommodation on the traditional center console. This week the second part of the question, what next, takes a look at the explosion of ever larger open or center console boats: think 41, 42, 46 and recently 54′. Wow, some of us at Southport have been at this for a long time and can remember when a 43 Egg Harbor, 46 and later 54 Bertram or a 50 Hatteras was a BIG BOAT. Of course, unlike cars which keep getting smaller, boats have been getting longer for some time, think: megayachts once considered 80′ are now 300-400+; currently popular cruisers that began as 24′ I/O’s are now 50 – 60′.

But, to the question, would the boating public be happy with a well-executed express style model on our 33 platform? The obstacle for Southport is the hull form that makes a Southport ride so well, the fine entry and robust Carolina flare. This was the problem the original builder faced as well. That is, other builders who have included an express model on mid-thirties product have in most cases a hull form with a fuller or more rounded forward section. With the additional interior volume a less aggressive forefoot offers these builders have enough room to approach what some would consider a spacious interior.

Since we would never compromise the exceptional ride of a Southport, we are challenged on the present 33’s narrow forefoot to deliver the same space and wonder if we should wait to offer a more spacious overnight experience when the time comes for Southport to have a 38-40′ model, which while continuing to have a fine entry will have enough room in the boat to move the cabin bulkhead aft enough to deliver a “ball room” sized interior.

The walk around concept is the second alternative deck plan in which to offer overnighting, but once again too often the brands who have offered this while maintaining the center console positioning have either had to add a step to the deck (potential for tripping on the rise when walking fore or aft to fight a fish) or raised the forward section of the console (coffin box/sun-pad) to a height that makes the line of sight a challenge and approaches the same height as the gunnel (ring deck), which makes the seating surface less than a safe perch in a rough sea.

So. We at Southport are keen to know what you think: deliver a great product, which the folks at C Raymond Hunt & Associates (our naval architects) believe is possible and endorse on the current 33 Southport, but which like others may be somewhat of a compromise – OR – wait for a larger platform